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Under the 2015 Mustang sheet metal there's a wealth of high-tech engineering. Photo by Ford

2015 Ford Mustang under the skin

We look at the new Mustang's engines, transmissions, brakes and suspension

August 7, 2014

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The all-new 2015 Mustang features a refreshed engine lineup, revised drivetrain, a clean-slate platform and a fully independent suspension. Let's take a closer look at the key technical developments.

The 2.3-liter EcoBoost I-4 features everything from direct injection to a twin-scroll turbocharger. Photo by Ford

The Mustang EcoBoost engine:

The 2.3-liter EcoBoost I-4 available in the 2015 Mustang punches out an impressive 310 horsepower and 320 lb-ft of torque. “This EcoBoost engine delivers the healthy output Mustang drivers expect, regardless of the car’s speed,” said Scott Makowski, EcoBoost powertrain engineering manager. “It delivers where a Mustang driver expects it to -- with a broad, flat torque curve and great drivability under any conditions.”

To get those characteristics then engine features twin-independent variable camshaft timing and a low-inertia twin-scroll turbocharger. This twin-scroll design helps by reducing traditional turbo lag while mimicking a twin-turbocharger. The boosted-four also features a forged steel crankshaft, connecting rods, and a die-cast aluminum deep-sump oil pan.

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Ford's latest rendition of the Coyote V8 receives a bump in power from all of the Boss 302 components crammed inside. Photo by Ford

Boss 302-inspired V8:

What would a Mustang be without a V8? The latest 5-liter has a more practical version of the Boss 302 powerplant designed with mass-production in mind.

Cylinder head changes top the list of performance goodies that go into the beefed up V8. Using the Boss 302 heads as a template, the new heads receive larger valves, a set of revised cams and a new cylinder head casting that offers room for everything. Internals are made up of forged connecting rods, a forged crankshaft and redesigned pistons.

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Six gears across the board:

With every inch of the Mustang under a microscope, the driveline receives upgrades in rigidity while shedding weight. The 6R80 six-speed automatic gets refinements for smoother shifts and updated programming to work with the 2015 Mustang's steering-wheel-mounted paddle shifters. The six-speed manual receives revised bearings and internal components for smoother shifting and weight reduction.

Say goodbye to the 8.8 differential: The 2015 moves to a lighter 9.75-inch diff for durability and longevity reasons.

The 2015 Mustang leaves the live axle in the dust. Photo by Ford

Independent suspension:

Changing platforms to an independent rear suspension involves a large leap of faith, and is either the most controversial or most overdue (depending upon your perspective) element of the 2015 Mustang. “It was time, and it deserved a dedicated new rear-wheel drive platform optimized for performance,” said Raj Nair, Ford group vice president, Global Product Development. The Boss 302 was the best handling Mustang to-date and, “we needed to raise the bar higher than that,” he said.

The purpose built IRS system features aluminum in the rear knuckles, axle housing, and rear control arms.

In order to take advantage of the new rear suspension the Mustang team opted for a redesign of the front suspension. Key features include a non-isolated perimeter subframe, and double-ball-joint MacPherson strut assemblies.

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Stopping power:

On top the radical suspension upgrades, the Mustang gets a new spectrum in brakes. The base level setup on the new V6 and EcoBoost are equivalent to the outgoing base GT, while the EcoBoost performance pack and base GT will feature a set of fixed front four-piston calipers and single pistons in the rear. But the performance pack GT will feature a set of six-piston Brembo brake calipers on the front with a 15-inch rotor. In the rear there’s a standard single piston caliper with an upgraded 13-inch rotor.

Ford engineers scoured every inch of the 2015 Mustang to reduce unnecessary weight. Photo by Ford